Vehicle suspension

ABSTRACT

A non-torque reactive air suspension exhibiting excellent roll stability characteristics is shown to include frame hangers mounted to frame rails extending longitudinally on opposite sides of a vehicle. Longitudinally extending beams are connected to the frame hangers at one end and extend parallel to the frame rails. At their other ends, the beams are joined by a crossbrace extending laterally across the vehicle centerline. In a central portion thereof, the beams have an axle pivot bore to which an axle clamp assembly is connected, the axle clamp assembly clamping a drive axle housing for the vehicle. The axle pivot bore is generally aligned with the drive axle. A control rod assembly is connected to suspension or frame components. Together with the beams, the control rod assembly forms a parallelogram configuration wherein the beams form the lower linkages of that configuration and the control rods included within the control rod assembly form the upper linkages of that configuration.

BACKGROUND OF THE INVENTION

The present invention relates generally to innovations and improvementsin vehicle suspensions. More particularly, the present invention relatesto a new and improved vehicle suspension that does not reactsignificantly to torsional forces produced by high-torque drivetrainsuch as those utilized in heavy-duty trucks and the like, yet exhibitsexcellent ride and handling characteristics.

For several reasons, including use of higher horsepower engines andadvances in engine technology, there have been increases in the torqueoutput of heavy-duty truck engines. Such increases have magnified theproblems of driveline vibration associated with trailing arm airsuspensions, which are inherently torque reactive. When increased torqueis applied to the axle of a truck equipped with such a torque reactivesuspension, such as during acceleration, the frame of the truck rises upand away from the drive axle. This condition is known and referred to inthe art as “frame rise”.

It has been found that driveline vibration in vehicles, particularlyheavy-duty trucks, is generally proportional to the severity of framerise and wheel hop, and vice versa. Further, it has been found accordingto this invention that means for and methods of preventing or minimizingframe rise will result in suppressing driveline vibration and wheel hop.

Various non-reactive drive axle suspensions are known in the art. Theterm “non-reactive” means that the suspension does not reactappreciatively to torque applied to a drive axle, particularly duringacceleration and deceleration (braking).

Various roll stable suspensions are also known in the art. The term“roll stable” means that a suspension adequately resists the tendency ofa vehicle to roll when negotiating sharp turns. A suspension exhibitingthat feature is said to have roll stability.

Various air suspensions are also known. The term “air suspension” refersto a suspension equipped with air springs or bellows for supporting avehicle on an axle.

Before the present invention, the various known air suspensions have notadequately managed the mobility versus stability tradeoff. Most airsuspensions that are adequately roll stable do not provide adequatemobility. Conversely, most air suspensions that provide mobility do notprovide sufficient roll stability. Further, such suspensions havereduced the comfort and ride characteristics of the suspension.

It is also desirable for a suspension to maintain the axle inclinationangle or “pinion” angle throughout the full range of axle travel. Bydoing this, the axle pinion angle will more closely match the driveshaft angle and by so doing minimizes driveline vibration. Theparallelogram geometry created by the beam and control rod maintains thepinion angle where a trailing arm suspension does not.

These prior art non-torque reactive suspensions are also generallyheavy, translating into reduced payload capacity in commercial vehicleapplications. Such suspensions are also generally expensive tomanufacture in terms of increased component parts and they requirelengthy installation and assembly time, which further increases theirmanufacturing expense. The prior art non-torque reactive suspensionsalso have generally low roll stability, thereby limiting use of thevehicle to certain, limited applications.

In light of the foregoing, it is desirable to design a vehiclesuspension that will overcome one or more of the above-identifieddeficiencies of conventional non-torque reactive suspensions.

It is further desirable to design a vehicle suspension that isnon-torque reactive.

It is further desirable to design a vehicle suspension that is anon-torque reactive air suspension.

It is further desirable to design a vehicle suspension that minimizesloads into the vehicle frame and its associated cross member.

It is further desirable to design a non-torque reactive suspension thatexhibits excellent roll stability characteristics.

It is further desirable to design a non-torque reactive suspension thatdoes not compromise ride and/or articulation characteristics, whileproviding excellent roll stability.

It is further desirable to design a vehicle suspension that minimizesthe number of components required to achieve its objectives.

It is further desirable to design a vehicle suspension that can beassembled and installed in a relatively short amount of time.

It is further desirable to design a vehicle suspension that isrelatively light in weight, thereby translating into increased payloadcapacity when used in commercial vehicle applications.

It is further desirable to provide a rear drive axle air suspensionsuitable for applications requiring partial off highway operation.

It is further desirable to design a vehicle suspension that is ratedfrom 20,000 lb. to 23,000 lb. ground load per axle.

It is further desirable to design a vehicle suspension that can be usedin connection with a variety of axle configurations, including single,tandem, or tridem axle configurations.

It is further desirable to design a vehicle suspension that is anon-reactive suspension developed for heavy-duty vehicles with hightorque engines.

It is further desirable to design a vehicle suspension that minimizesvibration.

It is further desirable to design a vehicle suspension that improvesride quality.

It is further desirable to design a vehicle suspension that eliminatestorque reactivity.

It is further desirable to design a vehicle suspension that includesvarious unique torque rod design configurations.

It is further desirable to provide a vehicle suspension that has anoptimized parallelogram geometry.

It is further desirable to design a vehicle suspension that does notinduce roll generated torque into the drive axle of a vehicle.

It is further desirable to design a vehicle suspension that includes amachine tapered joint for the connection between the longitudinallyextending main beam sections and the laterally extending crossbrace.

It is further desirable to design a vehicle suspension that utilizes aD-shaped bar pin bushing for attachment to a single leg of the loweraxle bracket used to connect various suspension components to theclamped drive axle housing.

It is further desirable to design a vehicle suspension that includes anaxle clamp assembly bottom pad having shock and main beam bushingmounting structure for adjustment of the axle pinion angle.

It is further desirable to design a vehicle suspension that utilizesframe hanger components with intergrated main beam and control rodmounting features.

It is further desirable to design a vehicle suspension that utilizes anaxle clamp assembly top pad having integrated control mounting and bumpstop features.

It is further desirable to design a vehicle suspension that includesroll stiffness tuning capability.

It is further desirable to design a vehicle suspension having featuresthat aid in the assembly of the bushing interface.

It is further desirable to design a vehicle suspension having a geometrythat eliminates axle pinion angle change throughout the range ofvertical axle travel.

It is further desirable to design a vehicle suspension having a geometrywith links connected both above and below the axle to resist axletorsional displacements that are generated by braking and acceleration.

It is further desirable to design a vehicle suspension having a parallelgeometry that reduces driveline vibration relative to typical trailingbeam style suspensions common in the industry.

It is further desirable to design a vehicle suspension that incorporatesone lateral control rod per axle to support lateral loads.

It is further desirable to design a vehicle suspension that has analternative geometry replacing two longitudinal and one lateral controlrod with a single V-rod configuration that forms the upper linkage inthe parallelogram geometry of the suspension and supports lateral loads.

It is further desirable to design a vehicle suspension that has pivotalconnections at the axle rather than rigid connections such that notorsional loads are transmitted into the axle, making the axle interfacemore robust than the typical rigid connection.

It is further desirable to design a vehicle suspension that eliminatesthe axle as an auxiliary roll-stabilizing component, yet obtains rollstability through various components of the suspension.

It is further desirable to design a vehicle suspension that preventsvehicle frame rise.

It is further desirable to design a vehicle suspension wherein the pivotfor connecting other suspension components to the frame hanger isapproximately aligned with the axle pivot.

These and other benefits of the preferred forms of the invention willbecome apparent from the following description. It will be understood,however, that an apparatus could still appropriate the invention claimedherein without accomplishing each and every one of these benefits,including those gleaned from the following description. The appendedclaims, not the benefits, define the subject matter of this invention.Any and all benefits are derived from the preferred forms of theinvention, not necessarily the invention in general.

BRIEF SUMMARY OF THE INVENTION

The present invention is directed to a non-torque reactive airsuspension exhibiting excellent ride and handling characteristics. Thesuspension includes frame hangers mounted to frame rails extendinglongitudinally on opposite sides of a vehicle. Longitudinally extendingbeams are connected to the frame hangers at one end and extend parallelto the frame rails. At their other ends, the beams are joined by acrossbrace extending laterally across the vehicle centerline. In acentral portion thereof, the beams have an axle pivot bore to which anaxle clamp assembly is connected, the axle clamp assembly clamping adrive axle housing for the vehicle. The axle pivot bore is generallyaligned with the drive axle. A control rod assembly is connected tosuspension or frame components. Together with the beams, the control rodassembly forms a parallelogram configuration wherein the beams form thelower linkages of that configuration and the control rods includedwithin the control rod assembly form the upper linkages of thatconfiguration.

In a preferred aspect, the frame hangers include control rod mountingfeatures. These features permit the incorporation of longitudinallyextending control rods outboard of the vehicle frame rails. The framehangers also preferably include features that facilitate installationand assembly of the suspension components, specifically the beams.

In another preferred aspect, the top pad for the axle clamp assemblyincludes control rod mounting features. These features also permit theincorporation of longitudinally extending control rods outboard of thevehicle frame rails. The top pad also preferably includes a bump stop.

In still another preferred aspect, the bottom pad for the axle clampassembly includes a single leg having a curved surface to accommodatethe curved portion of a D-shaped bar pin bushing that connects the axleclamp assembly to the beam through its axle pivot bore. Thisconstruction facilitates adjustment of axle pinion angle, as desired.The bottom pad also preferably includes shock damper mounting features.

In yet another preferred aspect, the connection assembly that joins thecrossbrace at corresponding beam ends includes a machine taper joint anda square-like geometry, exhibiting excellent roll stabilitycharacteristic during vehicle operation.

In alternative embodiments, the suspension can include various controlrod configurations, including a first having two longitudinallyextending control rods mounted on the frame hanger and axle clampassembly outboard of the vehicle frame rails and one laterally extendingcontrol rod mounted between the drive axle housing and one of thevehicle frame rails, a second having a V-rod configuration mounted at anapex to the drive axle housing and at each end to opposite ones of thevehicle frame rails, and a third having a single longitudinallyextending control rod mounted between the drive axle housing and a framecross member extending laterally and mounted to both vehicle frame railsand a single laterally extending control rod mounted to the drive axlehousing and one of the vehicle frame rails.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

In the following detailed description, reference will frequently made tothe following figures, in which like reference numerals refer to likecomponents, and in which:

FIG. 1 is a rear perspective view of a drive axle suspension for a heavyduty truck or the like constructed in accordance with the principles ofthe present invention;

FIG. 1A is a perspective view of a bushing used in the suspension shownin FIG. 1;

FIG. 2 is a side elevational view of the suspension shown in FIG. 1;

FIG. 3 is a side elevational view of one of the main beams used in thesuspension shown in FIG. 1;

FIG. 4 is an exploded perspective view illustrating the connectionbetween the main beam shown in FIG. 3 and the crossbrace used in thesuspension shown in FIG. 1;

FIG. 4A is a rear perspective view of a retainer cup that can be used inthe connection assembly shown in FIG. 4;

FIG. 4B is a side view of the retainer cup shown in FIG. 4A;

FIG. 5 is a sectional view of the main beam shown in FIG. 3 taken alongline 5-5;

FIG. 6 is a side elevational view of a preferred form of the axle clampassembly used in the suspension in FIG. 1;

FIG. 6A is a perspective view of an alternative form of the axle clampassembly shown in FIG. 6;

FIG. 7 is a rear perspective view of the frame hanger assembly used inthe suspension shown in FIG. 1;

FIG. 8 is a rear perspective view of the suspension shown in FIG. 1having its axle clamp assembly top pad substituted for an alternativepreferred form of that component;

FIG. 9 is a rear perspective view of the axle clamp assembly top padincluded within the suspension shown in FIG. 8;

FIG. 10 is a rear perspective view of the suspension shown in FIG. 1having an alternative control rod configuration;

FIG. 11 is a top plan view of the alternative control rod configurationused in the suspension shown in FIG. 10;

FIG. 12 is a rear perspective view of the suspension shown in FIG. 1having yet another alternative control rod configuration; and

FIG. 13 is a rear view illustrating features of the suspension shown inFIG. 2.

DETAILED DESCRIPTION OF THE INVENTION

FIGS. 1 and 2 illustrate components used in association with a vehicle,such as a heavy-duty truck and the like (not shown). The vehicleincludes longitudinally extending frame rails 20 positioned on oppositesides of the vehicle and having a preferred C-shaped configuration. Thevehicle further includes a drive axle having a housing illustrated inFIG. 1 by reference numeral 22. The drive axle for the vehicle extendslaterally across the vehicle and is used to mount tires (not shown)driven by a vehicle engine (not shown).

In addition to the foregoing, the vehicle further includes a suspensiongenerally designated by reference numeral 24, which connects the driveaxle housing 22 to frame rails 20-20 positioned on opposite sides of thevehicle.

As will be appreciated, with respect to suspension 24, the majority ofthe components positioned on one side of the vehicle will havecorrespondingly similar components positioned on the other side.Accordingly, in this description, when reference is made to a particularsuspension component, it will be understood that a similar component ispresent on the opposite side of the vehicle, unless otherwise apparent.

Suspension 24 includes a plurality of components including frame hangers26 mounted on opposite sides of the vehicle to frame rails 20-20.Suspension 24 further includes longitudinally extending main beams 28-28connected at one end to a frame hanger 26 through a bushing 30 (see FIG.1A) and an eccentric washer or member 31, which allows axle adjustmentfor the suspension. At the other end, beams 28-28 are connected to alaterally extending crossbrace 32 by way of a beam-to-brace connectionassembly 34. As shown, a single crossbrace is utilized for each axleusing the suspension 24 illustrated in FIG. 1. As such, crossbrace 32extends laterally across the vehicle to connect with the rearward endsof the beams 28-28 positioned on opposite sides of the vehicle.

Crossbrace 32 forms a semi-torsion bar which lifts and rotates whileresisting moments about all three axes of a Cartesian coordinate system.Crossbrace 32 is the primary component contributing to roll stabilityfor suspension 24.

A secondary component for the roll stability of suspension 24 is thebushing 30 that is used to connect beam 28 with frame hanger 26. Bushing30, illustrated in FIG. 1A, preferably is a sleeveless bushing and hasan outer rim surface 33 on each end thereof trapped and compressedbetween the beam and the inner walls of the depending panels of theframe hanger when the bushing is installed within the bore positioned atthe forward end of beam 28 and beam 28 is connected to frame hanger 26.As such, this outer surface 33 of bushing 30 reacts against vehicle rollas the vehicle negotiates sharp turns and the trapped conical rate ofthe bushing provides additional roll stability.

Between their ends, beams 28-28 include an axle pivot bore 36 (see FIG.3), which permits an axle clamp assembly generally designated byreference numeral 38 to connect the drive axle housing 22 to each beam28 for pivotal movement. The axle pivot bore 36 is positioned at thecenter of the drive axle. The combination of beam and control rodlinkages to the axle make the suspension non-reactive. Details of theaxle clamp assembly 38 are set forth in further detail in thedescription regarding other figures of the drawing.

Further shown in FIGS. 1 and 2 is a longitudinally extending control ortorque rod 40 that is connected between frame hanger 26 and a componentpart of axle clamp assembly 38. As such, two longitudinal torque rods40-40 are included within suspension 24, each positioned on an oppositeside of the vehicle. Together, torque rods 40 and beams 28 form aparallelogram geometry that contributes to the desired characteristicsexhibited by suspension 24. The optimized geometry distributes loadsbetween the torque rods 40 and beams 28 so that they are shared. Theload distribution, handling characteristics and roll stability ofsuspension 24 can be tuned by varying the geometry thereof.

Similarly, a laterally extending control or torque rod 42 is includedwithin suspension 24 and connected between drive axle housing 22 andframe rail 10 on one side of the vehicle. Laterally extending torque rod42 extends in a direction generally transverse to the direction in whichlongitudinally extending torque rods 40-40 extend. Accordingly,laterally extending torque rod 42 can also be referred to as atransverse torque rod.

An axle housing control rod mounting bracket 44 is mounted to drive axlehousing 22 in order to permit the laterally extending torque rod 42 toconnect to the drive axle housing. Similarly, a frame rail control rodmounting bracket 46 is mounted to frame rail 10 on one side of thevehicle to permit laterally extending torque rod 42 to connect to theframe rail on which it mounts.

Suspension 24 further includes a shock damper 48 connected at its upperend to an upper shock bracket 50 mounted to frame rail 20 and at itslower end to the axle clamp assembly 38, as discussed in further detailin the description regarding other figures of the drawing. Suspension 24further includes air springs 52-52 connected at their respective topends to an air spring mounting bracket 54 that is mounted to frame rail20. Air springs 52 are positioned on crossbrace 32 in a manner known inthe art such as by being seated on a conventional, suitable air springmounting pad (not shown).

FIG. 2 and FIG. 13 also illustrate an outboard bump stop 55 mounted onframe rail 20. As will be understood by those skilled in the art, incertain applications, air will be exhausted from the suspension to rideon bump stops. For instance, this is done to increase vehicle stabilityduring events such as tipping a dump body to unload. The top pad 78 willstrike bump stop 55 during jounce and the vertical load will passthrough the top pad directly into the clamped drive axle. Top pad 178 ofFIG. 9 could also be used for this purpose.

FIG. 3. illustrates one of the longitudinally extending beams 28 used inthe suspension 24 depicted in the FIG. 1. As shown, beam 28 includes abore 56 positioned at one end thereof in order to permit installation ofbushing 30 (FIG. 1A) and attachment of beam 28 to frame hanger 26 (FIG.1). From that end, beam 28 extends downwardly at a relatively continuousangle towards a point 58 to define a section 60 of the beam. From point58, beam 28 curves upwards towards a direction where it travels along arelatively straight and horizontally extending path to define a section61 of the beam. Beam 28 obtains the horizontally extending path at ornear the axle pivot bore 36 located in a central, rearward portion ofthe beam. From axle pivot bore 36, beam 28 extends generallyhorizontally to an open, square-like end 62 designed to receive andpermit connection with the crossbrace 32 depicted in FIG. 1.

FIGS. 4 and 5 illustrate the connection assembly 34 used to connect theend of each longitudinally extending beam 28 with an associated end ofcrossbrace 32 to establish a joint between same. During operation ofsuspension 24, it will be appreciated that this joint will be subjectedto high bending moments about all three axes of a three dimensionalCartesian coordinate system.

Connection assembly 34 preferably includes a plug component 64 having abore 66, a retainer plate 68 also having a bore 70, and a fastener 72.Plug component 64 is secured within the interior of hollow crossbrace32. It will be appreciated that in an alternative arrangement plugcomponent 64 could be integrally formed with crossbrace 32 during themanufacturing process.

Retainer plate 68 is brought into contact with the outboard, square-likesurface of end 62 of beam 28 to axially align bores 66, 70. Oncealigned, fastener 72 is inserted through bores 66, 70 and the joint isformed between beam 28 and crossbrace 32 by drawing the crossbrace endtowards the beam end. It will be appreciated that bore 66 can be tappedin order to facilitate formation of the joint between beam 28 andcrossbrace 32. Other fastening arrangements can also be used.

Still referring to FIGS. 4 and 5, crossbrace 32 includes inwardlytapered surfaces 74 defining the walls at each end. Similarly, thesquare-like end 62 of beam 28 has a tapered surface 76 defining each ofits inner walls. Preferably, the tapered surfaces 74, 76 form a sixdegree angle. Inwardly tapered surfaces 74 of crossbrace 32 and inwardlytapered surfaces 76 of beam 28 are designed to allow corresponding onesof the surfaces to mate and cause frictional contact during vehicleoperation. This frictional contact and squared geometry of the jointresists the torsional loads about the lateral axis of crossbrace 32.This characteristic provides exceptional roll stability for suspension24. FIG. 5 does not illustrate the air spring mounts positioned in closeproximity to the ends of crossbrace 32. However, it will be appreciatedthat such mounts are positioned at those locations.

FIGS. 4A and 4B illustrate a retainer cap 400 used in lieu of theretainer plate 68 shown in FIGS. 4 and 5. Retainer cap 400 is a castinghaving a cavity 402 that allows the fastener bolt head to be recessed,which provides increased tire clearance. Additionally, the retainer cap400 includes bumps 404 positioned on the inboard side in each of itsfour corners to engage the corresponding corner of beam 28 and properlyindex the cap, while preventing it from rotating.

FIG. 6 illustrates axle clamp assembly 38 having a top pad 78 and abottom pad 80. Top pad 78 includes two projecting ears 82 having bores84 extending through them. As shown in FIG. 1, longitudinally extendingtorque rod 40 can connect to axle clamp assembly 38, and particularly totop pad 78, by use of this structure. In that regard, a through bolt orthe like can be inserted through axially aligned bores 84 to permitconnection with longitudinally extending torque rod 40. In aconventional arrangement, top pad 78 includes grooved surfaces (notshown) designed to receive U-bolts 85 and permit clamping of the driveaxle housing. U-bolts 85 are preferably three-quarter inch.

FIG. 6A illustrates an axle clamp assembly having a top pad 278 thatincludes the control rod mounting feature, described above. Top pad 278also includes a bump stop 500 positioned inboard that will hit theunderside of the frame rail during jounce and pass vertical loaddirectly into the drive axle housing. As shown, bump stop 500 isintegrated with top pad 278, which desirably reduces the number ofsuspension component parts.

Referring back to FIG. 6, bottom pad 80 includes a lower shock bracket86 integrally formed therewith. Lower shock bracket 86 permitsattachment of the lower end of a shock damper such as shock damper 48illustrated in FIG. 1. As such, the shock damper can be connectedbetween axle clamp assembly 38 and, the vehicle frame rail. As shown,bores 87 are machined or cast into bottom pad 80 to allow U-bolts 85 toclamp the vehicle drive axle housing. Fasteners 88 are threaded onto theends of U-bolts 85 to clamp the axle housing between the top pad 78 andbottom pad 80 of axle clamp assembly 38.

Bottom pad 80 is pivotally connected to longitudinally extending beam 28by a D-shaped bar pin bushing 90, which is received within axle pivotbore 36. Bottom pad 80 includes a lower portion 92 defining a single legand having a curved surface 94 that receives the curved portion ofD-shaped bar pin bushing 90. Lower portion 92 also has a bore machinedthrough it that is brought into registration with the bore machined intoD-shaped bar pin bushing 90. Fastener assembly 96 includes a rod-likeelement that extends through the bore machined through lower portion 92of bottom pad 80 and the bore machined through D-shaped bar pin bushing90. Fastener assembly 96 is then fastened to connect the clamped driveaxle housing to longitudinally extending beam 28, and bear against theflat surface of D-shaped bar pin bushing 90. Through this arrangement,the axle pinion angle can be readily adjusted.

FIG. 7 illustrates a frame hanger 26 preferably used in the suspension24 illustrated in FIG. 1. As shown, frame hanger 26 preferably includesmounting bores 98, which permit the frame hanger to be mounted to avehicle frame rail. Frame hanger 26 further includes a control rodmounting flange 100 having bores 102 machined through it to permitconnection with a longitudinally extending torque rod 40 by use of a barpin or the like. Accordingly, frame hanger 26 includes control rodmounting features integrated therewith, which provides a natural pathfor longitudinal loads from the axle to the frame.

Referring still to FIG. 7, another unique aspect of frame hanger 26 isstructure that facilitates installation and connection of the bushing 30(FIG. 1A) used to connect an end of longitudinally extending beam 28 tothe frame hanger. In that regard, frame hanger 26 includes two dependingpanels 104, 106 each having a bore 108, 110 machined through it. Aninwardly projecting surface 112 is disposed around the perimeter of bore110 of depending panel 106. In similar fashion, an inwardly projectingsurface (not shown) is disposed around the perimeter of bore 108 ofdepending panel 104. An inwardly tapering surface 114 extends from theinner wall of depending panel 106 to inwardly projecting surface 112.Similarly, an inwardly tapering surface (not shown) extends from theinner wall of depending panel 104 to the inwardly projecting surfacethat is disposed about the perimeter of bore 108. As will be appreciatedby those skilled in the art, this construction greatly facilitatesassembly of the longitudinally extending beam 28 to frame hanger 26 byallowing the bushing to be positioned in registration with bores 108,110 more readily.

Ideally, bores 108, 110 are aligned vertically with axle 22 to provideoptimum performance of suspension 24. As hanger 26 hangs lower, however,it is greater in weight, provides less clearance, and requires moreexpense to manufacture. In any event, the characteristics of suspension24 can be tuned by varying the position of the main beam pivot vis-a-visthe axle pivot.

To assemble the components illustrated in FIGS. 1 and 2, frame hangers26, frame rail control rod mounting brackets 46 and upper shock dampermounting brackets 50 are mounted to frame rails 20 to form a framesubassembly. The axle clamp assembly 38 is then clamped to drive axlehousing 22, while beams 28 are connected to crossbrace 32 and connectedto the axle clamp assembly by D-shaped bar pin bushing 90. Thelongitudinally extending control rods 40 are connected to the top pads78 for each axle clamp assembly 38, and the laterally extending controlrod 42 is connected to the axle housing control rod mounting bracket 44mounted on drive axle housing 22 to form an axle subassembly.Thereafter, the axle subassembly is installed into the framesubassembly. Finally, the eccentric washer or member 31 is rotatedclockwise or counter-clockwise to move the drive axle forward orrearward, as desired. Further, drop in shims (not shown) can be added atthe longitudinal torque rod and frame hanger interface, as desired.

FIG. 8 also illustrates a vehicle suspension having a geometry identicalto that shown in FIG. 1. In the suspension shown in FIG. 8, the axleclamp assembly includes a top pad 178 having a different constructionfrom that depicted in FIGS. 1, 2 and 6.

Referring to FIG. 9, top pad 178 includes an axle clamp base portion 180and a control rod mounting portion generally designated by referencenumeral 182. Control rod mounting portion 182 includes two ear-likesidewalls 184, 186 and a curved top wall or dome surface 188, which canserve as a bearing surface that strikes a bump stop mounted on thevehicle frame rail. Openings exist between sidewalls 184, 186 atopposite ends of the top pad to permit entry of a control rod.

Sidewall 184 includes a bore 190 machined or cast through it. Similarly,sidewall 186 includes a bore 192 machined or cast through it. Bores 190,192 are in registration such that a pin can extend between them andthrough a bore positioned at one end of a longitudinally extendingcontrol rod such as control rod 40 depicted in FIG. 8. Accordingly,similar to the top pad 78 shown in FIG. 6, top pad 178 has control rodmounting features intergrated therewith. As will be appreciated, top pad178 might be more structurally sound, but top pad 78 is lighter inweight because it ordinarily would require less material.

FIG. 10 illustrates a suspension generally designated 200 that utilizesa V-shaped control rod configuration defined by a V-shaped control rodassembly generally designated 202. In that regard, frame hanger 226 andtop pad 278 can be conventional in design, and need not have control rodmounting features associated and intergrated therewith. V-shaped controlrod assembly 202 connects to frame rails 220 by way of frame brackets204 mounted thereon, and further connects with drive axle housing 222 byway of a bracket 206 mounted on the housing. It will be appreciated bythose skilled in the art that V-shaped control rod assembly 202 reactsto both lateral and longitudinal forces produced during vehicleoperation, and that it provides the upper links for the preferredparallelogram geometry used for the roll stable, non-torque reactivevehicle suspension of the present invention.

FIG. 11 illustrates V-shaped control rod assembly 202. Assembly 202includes an apex component 208 having a bushing 210 for connection withbracket 206 on the drive axle housing 222. Assembly 202 further includescontrol rods 212, 214 fastened to apex component 208 by fasteners 216.Control rods 212, 214 include bushings 218 for attachment to framebrackets 204 mounted on opposing frame rails 222 that extendlongitudinally along opposite sides of the vehicle. Apex component 208includes two recessed portions 224 defining channels that permitconnection with control rods 212, 214 and direct them along theirdesired path, orientating them towards frame rails 220.

FIG. 12 illustrates a suspension generally designated 300 that utilizesa two rod control rod configuration. In that regard, a longitudinallyextending control rod 302 connects to a cross member 304 of frame rails306 by way of a frame bracket 308 mounted to the cross member, andfurther connects with drive axle housing 310 by way of bracket (notshown) mounted on the housing. This connection is not shown tofacilitate illustration of this control rod configuration. Similarly, alaterally extending control rod 314 connects to one frame rail 306 byway of a frame bracket 316 mounted thereon, and further connects withdrive axle housing 310 by way of a bracket 318 mounted on the housing.It will be appreciated by those skilled in the art that control rod 302reacts to longitudinal torque forces produced during vehicle operation,and control rod 314 reacts to lateral torque forces produced duringvehicle operation. Togther, control rods 302, 314 provide the upperlinks for the preferred parallelogram geometry used for the roll stable,non-torque reactive vehicle suspension of the present invention.

While this invention has been described with reference to certainillustrative embodiments, it will be understood that this descriptionshall not be construed in a limiting sense. Rather, various changes andmodifications can be made to the illustrative embodiments withoutdeparting from the true spirit and scope of the invention, as defined bythe following claims. Furthermore, it will be appreciated that any suchchanges and modifications will be recognized by those skilled in the artas an equivalent to one or more elements of the following claims, andshall be covered by such claims to the fullest extent permitted by law.

1. A non-torque reactive, roll stable vehicle air suspension connectinga vehicle drive axle housing to vehicle frame rails extendinglongitudinally on opposite sides of a vehicle, comprising: frame hangersmounted to the frame rails; longitudinally extending beams connected tothe frame hangers at beam first ends defining lower linkages of aparallelogram configuration for the suspension, each beam having an axlepivot bore positioned a central portion thereof; a laterally extendingcrossbrace being connected to beam second ends having a square-likegeometry by a connection assembly; axle clamp assemblies connected tothe beams at axle pivot bores thereof and clamping the drive axlehousing at opposite ends thereof; and a control rod assembly having atleast one control rod connected between the drive axle housing and oneof the vehicle frame rails to define upper linkages of the parallelogramconfiguration for the suspension.
 2. The suspension defined by claim 1wherein the connection assembly comprises a machined taper joint.
 3. Thesuspension defined by claim 1 wherein the axle clamp assembly includes asingle leg having a curved surface to accommodate the curved portion ofa D-shaped bar pin bushing that connects the axle clamp assembly to thebeam through its axle pivot bore.
 4. The suspension defined by claim 1wherein the axle clamp assembly includes shock damper mounting features.5. The suspension defined by claim 1 wherein the axle clamp assemblyincludes control rod mounting features.
 6. The suspension defined byclaim 1 wherein the axle clamp assembly includes a bump stop.
 7. Thesuspension defined by claim 1 wherein the frame hanger includesintegrated beam and control rod mounting features.
 8. The suspensiondefined by claim 1 wherein the frame hanger includes featuresfacilitating assembly of the beam.
 9. The suspension defined by claim 1wherein the control rod assembly includes two longitudinally extendingcontrol rods mounted on the frame hanger and axle clamp assemblyoutboard of the vehicle frame rails and one laterally extending controlrod mounted between the drive axle housing and one of the vehicle framerails.
 10. The suspension defined by claim 1 wherein the control rodassembly includes a V-rod configuration mounted at an apex to the driveaxle housing and at each end to opposite ones of the vehicle framerails.
 11. The suspension defined by claim 1 wherein the control rodassembly includes a longitudinally extending control rod mounted betweenthe drive axle housing and a frame cross member extending laterally andmounted to the vehicle frame rails and a single laterally extendingcontrol rod mounted to the drive axle housing and one of the vehicleframe rails.